Train control system



May 10, 1932. H. s. FOLKER 1 8 11mm CONTROL SYSTEIL Filed Oct. 17. 192'!s sheets-sheet '1 4 1 M 2x11 p 6 n K E a E a a m wmHrmu FIE May 10,1932. I kE 1,857,186

TRAIN CONTROL SYSTEM Filed Oct. 17. 92 5 Sheets-Sheet 2 gen aid 6 FZ/kerM, A TTORN YS.

May 10, 1932.

H. s. FOLKER 1,857,186

TRAIN CONTROL SYSTEM Filed Oct. 17. 1927 5 Sheets-Sheet 3 FIE.E. Fl 5.

' A 'I'I'ORNEYS.

y 1932- H. s. FOL'KER 1,857,186

TRAIN CONTROL SYSTEM Filed Oct. 17. 192'! 5 Sheets-Sheet 4 33 /omrd .50

A TTORN YS.

May 10, 1932.

H. s. FOLKER TRAIN CONTROL SYSTEM Filed Oct. 17 192'! 5 Sheets- Sheet 5m mfHJmH INVENTOR. gowqrdf'olker M" A TTORN Y5.

Fatented May 10, 1932 mar srr PATENT oFFi-cs HOWARD s. roLKr-n, or trim.VALLEY, CALIFORNIA, ASSIGNORTO NATIONAL SAFETY arrmanon company, orname, NEVADA, VA conronarron ornnvana TRAIN CONTROL SYSTEM Thisinvention relates generally to systems for automatically controllingmovements of trains or other vehicles.

It is'a primary object of his invention tov devise a system which willautomatically control the movements of a train in such a manner as toprovide utmost safety.

It is a further object of this invention to devise an automatic traincontrol system which will automatically place the train under speedgoverning condition while the train is passingthru a given tracksection, and which will cause automatic stopping of the train if theengineer or other human operator ignores a caution or stop signal uponentering such track section and fails to perform an acknowledgmentoperation.

It is a further object of this invention to devise means in an automatictrain control system whereby within a limited time period following acharacteristic track impulse the operator may perform an acknowledgmentoperation and thereby prevent an automatlc brake application, theacknowledging means being so cooperatively related witha train speedgovernor that the acknowledging operation will immediately place thetrain under speed governing condition.

It is a further object of this invention to simplify systems forautomatically placinga train under governing condition while the trainis passing across a given track section, the system utilizing a singletrack impulse for initiating the governing condition, and utilizing tvoimpulses for restoring the normal running condition.

it is a further object of this invention to devise an automatic traincontrol system which will respond to a single track impulse to eithercause an automatic stop brake appli-' cation or cause the train to entera condition of speed governing, irrespective of the direc: ti on ofmovement of the train, and which will respond to two track impulsesfor'restoring the system to its normal condition.

It is a further object of this invention to utilize two oppositelyselective track devices for controlling an automatic train controlsystem, one of sand devices being permanently I conditioned and theotherconditioned in accordance with track signals.

it is a further object of this invention to devise a speed controlsystem which will penalize an operator for failing to acknowledge a stopor caution signal, or for failing to limit the train speed thereafter. ii

t is a further object of this-invention to devise a novel form of speedgovernor which of my invention. It is to beunderstood that the appendedclaims are to be accorded a range of equivalents consistent with thestate of the prior art. I 1

Referring to the drawings:

Fig. 1 is a side elevational View of a locomotive and tender,illustrating diagrammatically the positioning of the various mecha nismsconstituting the'system of my invention. v I v y Fig. 2 is a plan viewshowing diagrammati cally a track section with track devices ap pliedthereto for supplying track impulses,

Fig. 3 is a plan view illustrating diagrammatically the construction ofthetrack de: vices for supplying polarized track impulses.

Fig. 4 is a detail illustrating the construction of one suitable form ofcontrol mechanism. i

Fig. 5 is a detail view illustrating'certain mechanisms forming apart ofmy system, together with their associated piping. I

igs. Sand 7 are diagrammatic views illustrating two positions of therestoring mechanism. 1 Fig. 8 -is a view showing diagrammatically theacknowledgment mechanism and other mechanisms together with theirassociated Fig. 9 is a view showing diagrammatically the construction ofthe governing mechanism.

Figures 4, 5, 8 and 9 areintende'd to be used 1n con unct1on to disclosea complete system.-

'cal parts of my apparatus have been shown.

ratus which I utilize in combination with such braking equipment,venting of the brake pipe is effected automaticallyin response to trackimpulses in order to control the train movements.

Referring to Fig. 1, the various lnecliauias applied to the locomotiveand tender of a train, soas to cooperate with the usual pneumaticbraking equipment. Arranged in the locomotive cab I have shown the usualengh neers valve 11 by means of which the engineer manually controls thetrain brakes. be other mechanical parts which I utilize in thatembodiment of the invention to be presently described, may bedistributed at convenient portions of the locomotive and tender. Forexample, mounted below the tender so as to move in proximity to thetrack 12, there is a control mechanism 13 adapted to be actuated bytrack impulses. The impulses in this instance are supplied by a pair ofmagnetic devices 14 and 15 which are arranged upon the track 12, in amanner to be presently de scribed. The control mechanism 13 is Coisoperatively associated with a secondary responsive mechanism 17 which ispreferably located so as to beconvenient to the operator, as in thelocomotive cab as shown. The

mechanism 17 may effect direct venting of the brake pipe, but preferablyeffects such venting thru the useof an automatic stop valve 18. Arrangedso as to be actuated by a moving part of the train there is a speedresponsive device or governor 19 which is-cooperatively associated withthe remainder of the system to limit the speed of the train undercertain conditions. After a stop ap plication of the train brakes hasoccurred, a restoring operation must be effected and for-this purpose Ihave shown a penalty restoring device 21. The system has communicationwith the main pressure reservoir oi" the train braking equipment thruthe main resevoir pipe 2:2, the air from'which may be first passed thrua suitable air filter 23.

The system may be entirely electrical, or

part electric and part pneumatic, altho in the preferred form of theinvention the systern is entirely pneumatic with the exception thatmagnetic impulses are employed.

One of the principal characteristics of this invention is that thecontrolling 1neChallis-m 13 is formed so as to provide two opposite yconditioned controlling devices. The use of oppositely conditionedcontrolling devices ing opposite polarity. Thus referring to Fig.

1, one of the magnetic track devices, say device 14, is effective toprovide a magnetic impulse when the train passes a caution or stopsignal. Because of the polarity of the magnetic impulse and because thecontrolling devices are oppositely conditioned, only one controllingdevice will be actuated when the train passesover the track device 14,the particular device actuated depending upon the direction of movementof the train. When the train passes a clear track signal, two magnetictrack devices .are provided which are oppositely conditioned to providemagnetic impulses of different polarities,"thereby causing substantiallysimultaneous actuation of both controlling devices. It is obvious thatin place of utilizing magnetic impulses oppositely selective by virtueoftheirpolarity, I may also utilize oppositely conditioned mechanicalimpulses for effecting similar results, or the impulses may be inductiveor may utilize positive electrical current flow.

In Fig. 4 the details of one particular controlling mechanism are shown,which is capa'ble of effecting pneumatic control of the secondarydevices in response to magnetic track impulses. One characteristic ofthis mechanism is that it effects control by vary ing pneumaticpressures in two separate con trol pipes 31 and 32. As will be presentlyexplained these pipes have restricted communication with a source of airunder pressure, and are adapted to effect automatic control of thesecondary devices by' venting the same to the atmosphere. The twocontrolling devices33 and 34 incorporated in the mechanism 13, areadapted to separately control venting of the control pipes 31 and 32 respectively. The details of this control mechanism are substantiallyidentical to the mag netically controlled valve described in UnitedStates Patent No. 1,548,593 issued to Howard S. Folker. The only changenecessary in modifying the construction shown in said patent, is toseparatelyv connect the valves to the control pipes 31 and 32' insteadof having thesevalves jointly vent a single control pipe. Thus themagnetically controlled valve 33'has been shown as communicating withpassageway 36 which connects with control pipe 31 thru a suitable airfilter 37. -Valve 34 is provided with a like passageway whichcommunicates with control pipe 32 thru a suitable air filter 38.Bothcontrol valves are oppositely polarized asby means of magnets 40 andare associated with a pair of inductor planes 39' in a manner similar tothe construction described in the above patent, so that in passing overa polarized track device, the movable with the poles of one or morepermanent magnet bars 46. Generally the equalizing bars 43 and 44 arearranged in a horizontal plane between the track rails in such aposition that the inductor planes 39 will pass directly over the same.Another track device is preferably provided, in closeproximity with thepermanently polarized device and may consist for example of theequalizing bars 47 and 48 magnetically associated with the poles ofelectromagnets 49. The windings of the electromagnets are adapted to beenergized from some suitable remotely controlled circuit, indicated forexample by the battery 51 and switch 52. When the circuit of battery '51is closed, the track device 15 is polarized oppositely to that of trackdevice 14. Therefore in passing over two such track devices, either oneor both of the controlling devices of the control mechanism 13 will beactuated, depending upon whether or not the track device 15 isenergizedSecondary responsive mechanism Detail construction of thefsecondaryresponsive mechanism is shown in Fig. 8. It

consists principally of selective acknowledg ment mechanism 56, timingand resetting mechanism 5'7, and governor mechanism 58. The chieffunction of the acknowledgment mechanism 56 is to initiate operation ofthe timing mechanism57, so that after predetermined lapse of timefollowing the recep tionof a single track impulse, the train brake pipeis vented to cause a brake application. Means are also provided so thatthe operator may acknowledge the reception of a single track im aulsethereby reventing an auto matic brake application and causing the trainto thereafter proceed under control of the speed governor. Themechanismis also designed so that two track impulses will. not

automatically affect movement of the train except when two impulses arereceived whi e the train is under governing condition, in which eventthe governor is automatically rendered inoperative to vent the brakepipeand the governing condition is removed.

The particular form of pneumatic acknowledging mechanism which I haveshown utilizes a pair of devices 61 and 62 which may be substantiallyidentical in construction and which are adapted to automatically respondto the venting of control pipes 31- and 32. re-. spectively. Adetaileddescription of one of these devices will sutlice for both. Theconstruction shown utilizes a pneumatic piston 63 or other pressureresponsive member, disposed within a cylinder 64. Movablewith thepneumatic piston 63, there is a valve member 66 adapted to cooperatewith the rel.- atively stationary valve seat 67, and another oppositelydisposed movable valve member 68 adapted to cooperate with a stationaryseat 69. Pivotally secured to stem 70, de pending from cylinder 64,there is anac- 'knowledgment lever 71' which in practice extends fromthe mechanism so as to bevisible to the engineer or other operator or issuitably connected to indicating means. The inner end of acknowledgmentlever 71 is formed, as by means of the upturned end portion 72, so thatin raised position it may engage and open a pneumatic valve 73. Thedistance between the end portion 72 and valve 7 3 is such however thatwhen piston 63 has dropped down to the lower limit of its movement,manual movement of acknowledgment lever 71 cannot open valve 73. Inorder to properly distinguish the functions of devices 61 and 62, thevalve corresponding to valve 73 for device 62, has been designated 7 6.Another valve -77 is also provided which is adapted to be opened by thejoint action of devices 61 and .62. This is accomplished as by means ofa bar 7 8 having its ends pivotally secured to the pistons 63, andhaving a proj ecting member 79 of insufficient length to open valve 77when only one of pistons 63 is lifted to the limit of its upwardmovement, but which will cause opening of valve 77 when both'pistons 63are lifted substantially simultaneously. Both pistons 63 are biased totheir lower positions, as by gravity;

The pneumatic connections to the acknowledgment mechanism are as followsFirst with respect-to the device 61, valve 73 has its intake port 81communicating with the control pipe 31, and this control pipe also hascommunication with the upper end of cylinder'64 of device 61, throughport82. With respect to the device 62, valve 76 likewise has an intakeport 81in communication with control pipe 32, and this pipe also hascommunication with the upper end of cylinder 64 of this device thru alike port 82; The lower ends'of both cylinders 64 for the two devices 61and 62 are connected toa source of pneumatic pressure as by means ofpipe 83., For example pipe 83 may communicate with the main pressuretank of the train braking equipment. Pistons 63 preferably havedifferent upper and lower pressure areasso that when the pneumaticpressure above and. be-' low these pistons is a substantially equal, .aforce component tends tosmove them downwardly. Thus referringspecificallyto de vice 61, if the pressure in control pipe 31 issubstantially the same as the pressure supplied by pipe 83, then becauseof the smaller area presented by the lower side of the piston, thepiston is forced down-upon its valve seat67. However, if the associatedcontrol pipe is vented to the atmosphere thus causing the pneumaticpressure above the associated piston to suddenly fall, then the airpressure supplied by pipe 83 will cause that piston to immediately riseto the upper limit of its movement. When in suchupper limit, valvemember 68 seats upon valve seat 69 thus preventing escape of air frompipe 83 to the atmosphere. Both pistons 63 have a rela-- tively leakyfit within their respective cylinders 64 whereby restricted flow of airmay occur around the pistons. For providing a relatively small eifectivepressure area upon the lower side of each piston 63, the valve stem 70of each piston preferably has spaced the air supply pipe 83, and whenthe control valve connected with either control pipe 18 opened by atrack impulse, air flows from the air supply pipe83 thru the controlpipe and thus maintains a residual pressure which prevents restorationof the control valve. At

the same time, the differences in pressure cause the piston 63 to remainat the upper limit of its movement so long as the control valve is open.However, as will presently appear, the control pipes may be more freelyvented either by the opening of valve 108 or 109, connected withtheirespective control pipes by pipes 121 and 122, or by the opening ofvalve 73 or 76 which admitsthe resid' ual pressure thru pipe 136 or137to'cylmder 128 thereby moving piston 127 to the right and opening[the exhaust port 133. This freer venting of-the control pipe reducesthe residual pressure to such a value thatthe control valve closes. But,so longas the vent thru valve 108, 109, 7 3 or 76 remains open,

the resulting low pressure in the control pipe 31 or 32 causes theassociated piston 63 to remain at the upper limit of its movement, andthe piston does not return to normal position until the pressures areequalized by the building up of pressurein the control pipe after thecontrol valve is closed.

The intake side of valve 77 is also associated with a source ofpneumatic pressure,

2 which may simply comprise a capacity air reservoir 87 shown connectedto the intake of valve 77 by means of pipe 88'. Pressure is stored up inreservoir 87 by air flow thru the restrictedorilice 89,Whichcommunicates between pipe 88' and pipe 83. The re mainder of thepneumatic connections between the acknowledgment mechanism and the otherdevices of this system will be presently described.

' The timing and resetting mechanism 57 is adapted .to be initiated intooperation upon automatic actuation of one of the devices 61 and 62. Itsfunction is to cause automatic venting of the brake pipe within acertain time period following an automatic actuation of either device 61or 62. Therefore the timing mechanism includes a valve 91 which whenopened, indirectly effects venting of the main brake pipe by control ofstop valve 18. This stop valve 18 is connected to the intake of valve 91as by means of pipes 92 and 168, cock 191 and pipe 268, Stop valve 18 isof some suitable type such as shown for example in Patent No. 1,529,058

issued to Howard S. Folker, and functions to vent the ma n brake pipe ofthe train braking-equipment upon venting of the pipe 92. Pipe 92 hasrestricted communication with a source of pneumatic pressure thru thestop valve; as explained in said Letters Patent 1.529.058, so that whenpipe 92 is again closed pressure within it builds up to automaticallyrestore valve 18 to non-venting condition. Actuation of valve 91 iscaused by suitable timing means which is automatically set intooperation upon actuation of one of the devices of acknowledgmentmechanisin 56. One suitable form of timing means consist of a cylinder93 within which is disposed the movable member or piston 94. A liquidreservoir 96 communicates with the lower end of cylinder 93 thru pipe97. Flow of liqu d from reservoir 96 to cylinder 93 is restricted as bymeans of orifice 98. The lisuid in reservoir 96 is adapted to be forcedinto cylinder 93 to raise piston 94, by means of pneumatic pressureapplied thru pipe 99, which pipe is connected to the selecting mechanism56 thru a two-way check valve 100.

Check valve 100 is connected to device 61 thru pipe 101, whichcommunicates between valve seats 67 and 69 of that device. An other pipe102 similarly connects between check valve 100 and device 62. A movablepiston type valve member 103 within the valve 100 is adapted to eitherestablish communication between pipe 101 and 99, or pipe 102 and pipe99, depending upon which of the pipes 101 or 102 has the greaterpneumatic pressure. If the piston of device 61 is movedupwardly afterautomatic venting of control pipe 31, then pipe 101 has communicationwith air under pressure from pipe 83, which may pass around valve seat67 and collar 84. If the piston of device 62 is then in normal position.the pressure in pipe 102 will be atmospheric and valve member 103 willbe moved to establish communication. between pipes 101 and 99. Air frompipe 101 flowing thru pipe 99, will likewise press down upon the liquidin reservoir 96 and cause gradual upward movement of the piston 94, thespeed of movement of this piston depending upon the size of the orifice98.

Near the upper limitof movement of piston 94, valve 91 is positivelyactuated to vent pipe 92. For this purpose a rod 104 has been shown assecured to piston 94, and carries a piston 106 which is adapted tostrike and lift the member 107. This member 107 may simply rest upon afixed support and may be guided so that when lifted by rod 104 itengages the depending stem of valve 91 to open the same.

Cooperatively associated with the member 107 in a novel manner, are theresetting valves 108 and 109. Bar 107 preferably has member 111connected to the same as by means of the hinge 112 whereby member 111may be lifted upwardly independently of member'107'to actuate and openvalves 108 and 109, but is caused to move in unison with bar 107 whenthis bar is lifted upwardly by rod 104. Thus during the limit of themovement of rod 104, all three valves 91, 108, and 109 are opened, butby independent movement of member 111, valves 108 and 109 may be openedindependently of valve 91.-

To effect certain resetting operations, means are provided for movingmember 111 independently of member 107. For example I have shown apneumatic piston 113 operating within a suitable cylinder 114 andadapted to be actuated by pneumatic pressure to lift the member 111. Apin 116 may project loosely into an aperture provided in member 111 inorder to guide the same and maintain the same in position to open thevalves 108 and 109. The lower end of cylinder 114 is connected to theoutlet of valve 77 by means of pipe 117. Piston 94 is biased towardlower or normal position as by means of pneumatlc pressure applied toits upper pressure area thru pipe 118, which connects between the up perend of cylinder 93 and the pipe 83, which pipe in turn connects to asource of air under pressure as previously explained. compression sprin119 may also be utilized to effect rapid initial return movement ofpiston 94 after pressure in reservoir 96 has been re lieved, thuspermitting quick closing of valves 91,108 and 109.

As the effective pressure area upon the upper side of piston 94 issubstantially equal to its total area less the area of piston 106 (onthe upper side of which the pressure is atmospheric) and is thereforesubstantially less than the area upon the lower side of piston 94,substantially equal pressures in reservoir 96 and pipe 118, will cause adilferential force tending to raise piston 94 to its upper position evenagainst the opposition of spring 119.

The valves 108 and 109 serve to effect restoration of an actuatedcontrol valve as will be presently explained, and also of devices (Hand62 which are automatically actuated in response to opening of one of thecontrol valves. Thus the intake of valve 108 is shown as connected tocontrol pipe 31 as by means of pipe 7 121, while the intake of valve 109is likewise connected to control pipe 32 by means of pipe 122. Theoutlets of both valves 108 and 109 dlscharge to the atmosphere thru theport 123.

The governor cut-in mechanism 58 is assoor 62 by manually operatingoneof levers 71,

within the period of operation of timing mechanism 57.

To accomplish this function I have shown apneumatic piston 127 operatingwithincylind-er 128. Piston 127 carries a cam rod 129 adapted to engageand lift the stem 131 of valve 132. -An intermediate portion of cylinder128 is provided with an atmospheric exhaust port 133 the capacity ofwhich is restricted for a purpose that will presently appear, and oneend of the cylinder, say the right hand end is connected to the outletside of'valve 77 thru pipe 134 and pipe117. The other cylinder end is incommunication with the outlet of both valves 73 and 76, by means ofpipes 136 and 137. Pressure in pipes 134 and 117 is normally atmosphericbecause pipe 134 is in commiuiication thru cylinder 128 with exhaustport 133 and pipe 117 also has a small vent to atmosphere around thelower end of the stem of valve 77, this valve stem having a leaky fit inthe guiding hole in the body of acknowledging mechanism 56. Under thiscondition as pneumatic pressure is applied to either pipe 136 or 137, asby opening of valve 73 or 7.6, piston 127 is moved to the right toengage and open valve 132, thus causing venting of pipe 126 and cuttingin of the governor, as will be presently explained.

Compression of air in pipes 134 and 117 by movement of piston 127 to theright beyond exhaust port 133 is prevented by the vent around the stemof valve 77. In order to render the governor inoperative, pressureapplied to pipe 134 causes piston 127 to be moved to the left to permitvalve 132 to close. Piston 127 is free to be moved to the left becausepipe 136 or 137 was vented thru exhaust port 133 when the piston passedthe port in its movement to the right, and these pipes are also ventedaround the lower ends of the stems of valves 73 and 7 6, which haveleaky fits, like the stem of valve 77 Speed governor In the past it hasbeen common to govern the speed'of a train by means of a suitablemechanical device continuously connected to some moving part of a trainand serving to vent the brake pipe of the pneumatic train brakingequipment when the speed exceeds a predetermined value. Because of thecontinuous operation of such governors they are subject to wear andrequire frequent servicing, and may even become inoperative to controlthe train speed. In my invention motion is transmitted to the speedresponsive means only when the governor is being utilized for governingthe train speed. Another novel feature of my governor is that I utilizethe pumping of a. liquid for effecting venting of the brake pipe whenthe train speed reaches a given value. This governor has been showndiagrammatically in Fig. 9 and preferably comprises a pump plunger 141operating within a cylinder 142.

-Movement of plunger 141 is preferably limited as by means of lug 143operating within slot 144 and means such as a compression s ring 146 isprovided for normally biasing t e plunger in a direction to retract thesame into the cylinder 142. Cylinder 142 is in communication withareservoir 147 which contains oil 148 or some other suitable liquid,communication with this reservoir being established thru cylinder port149 and passageway 151. Back flow of liquid from the cylinder intopassageway 151 is prevented by a suitable check such as the ball check152 and upon instroke of the plunger 141 liquid is forced to return toreservoir 147 thru another path established for example thru passages1'53, 154,'and 156. Interposed between port 149 and passageway 154 thereis a pressure release valve such as for example the spring pressed ballcheck 157 which is adapted to be opened only when the pressure of liquidin port 149 and cylinder 142 exceeds a given predetermined value.

When the governor is rendered operative to control the train speed, theplunger 141 is projected into abutting; contact with some reciprocatingpartof the locomotive, as for example the locomotive cross head, so asto bereciprocated to pump the fluid thru the ball check 157.. Outwardmovement of the plunger against the pressure of the spring 146 issecured by increasing the hydraulic pressure in reservoir 147, and thisin turn is preferably accomplished by introducing pneumatic pressureintothe reservoir. F or example I have shown a pneumatic piston159'operatively disposed in cylinder 161 and carrying a valve stem 162,which has attached thereto'the opposed valve members 163 and 164.Communication between the valve seats'ofvalve members 163 and 164, andthe upper portion of reservoir 147 is established thru passageway 166.The upper portion of cylinder 161 is connected to pipe 126, which aspreviously explained is connected to the inlet of valve 132 of thegovernor cut-in mechanism. The lower end of cylinder 161 is connected toa pipe 168 which eventually communicates with the train stop valve 18,so that normally venting of pipe 168 effects an application of the trainbrakes. As has been explained in said Patent No. 1,529,058 when the'stopvalve 18 is in normal non-venting condition, its control pipe hasrestricted communication with the main pressure reservoir of thepneumatic braking system so that during normal condition'of the system,pipe 168 will be subjected to the main reservoir pressure. Piston 159has a comparatively leaky fit within its cylinder and due to the factthat valve 132 of the governor cut-in mechanism is normally closed,pressure in pipe 126 will build up to substantially the same value asthe pressure in pipe 168. Due to the weight of piston 159, and as itslower exposed area is substantially smaller than its upper area, valvemember 163 will normally be pressed against its seat to preventcommunication between pipe 168' and the reservoir 147. Now assuming thatpipe 126 is vented by some means as .by opening of valve 132, pressureabove piston 159 immediately drops and this piston is lifted by pressurein pipe 168, to cause pneumatic pressure to be applied to the liquid inreservoir 147, since when the piston 159 moves upwardly valve 164 isclosed to prevent escape of air to the atmospheref The hydrostaticpressure thus applied to the oil 148 is suflicient to overcome thepressure of spring 146 and therefore causes the plunger 141 to beprojected into operative position to be reciprocated by the passage 154and passage 156. However, return of liquid into the reservoir isrestricted as by means of orifice 174, so that when the flow of liquidexceeds a certain value, the pressure of the fluid is sufficient tocause flow'thru passage 171 into the cylinder 172 to lift the piston173. I Cylinder 172 is preferably of considerable volumetric capacity sothat a lapse of time will occur from the time the engine exceeds itssafe speed till the complete lifting of piston 173 occurs. Direct flowof liquid from reservoir 147 into cylinder 172 when initially projectingthe plunger 141 is preferably prevented as by means of a ball check 176.The pneumatic pressures in reservoir 147 and cylinder 172 are preferablyequalized as by means of an interconnecting pipe or passage 177.

Positioned near the upper end of cylinder 172, there is a valve member178 carrying a depending valve stem 179 and adapted to restupon thevalve seat 181. When piston 173 has been lifted to the upper limit ofits movement by flow of oil into cylinder an automatic actuation of themain stop valve 7 18, thus effecting a stop application of the trainbrakes. To continue such venting in order to necessitate a penaltyrestoring operation, valve member 17 8 is preferably adapted to remainin venting position as long as air is bleeded from the stop valve.

thru pipe 168. For this purpose I have shown valve member 178 carried bya piston 182 having a relatively leaky fit in a'cylinder 183. The upperportion of cylinder 183 is in communication with the atmosphere-thruport 184; Before opening of valve 178, the

wei ht of piston 182 is suflicient to keep this valve closed againstpneumatic pressure in cylinder 172, but after opening of valve memher178, pneumatic pressure on the under side of piston 182 is suflicient tokeep the piston in raised position, altho its leaky fit permits adequateventing of pipe '168 to effect automatic operation of train stop valve18. In order to restore the train governor to normal condition with thevalve 178 in non-venting position, it is merely necessary to close valve132 and thus interrupt venting of pipe 126, whereupon piston 159 willdrop to close valve member163 and thus interrupt venting of pipe 168. 7

The penalty restoring featureyof the invention may be best understood byreferring to Fig. 5. As shown in this figure the train stop valve 18 isconnected with the brake pipe 10 of the train braking equipment,together.

with the engineers brake valve 11. Interposed between thestop valve 18and the engineers brake valve 11 there is a double heading cock 186.Stop valve 18 has communication with the main reservoir of the brakingsystem by means of pipes 22 and 188, between which may be interposed theusual air filter 23. Pipe 268 leads from stop valve 18 and serves tocontrol operation of the same, this pipe also serving to connect thestop valve with the penalty restoring device 21. This device may bebriefly described as comprising a pair of valves 191 and 192 which areadapted to be operated simultaneously by the handle 193. Each valvepreferably has three connections to the remainder of the system, valve191 for example being connected with pipe 268 and pipe 168 leading fromtrain governor, and a third pipe 194 leading to an interlocking valve196. The pipe connections to the other valve 192 consist of a pipe 283which connects with the m ain reservoir pipe 22, pipe 83 which aspreviously described communicates with the selecting mechanism 56, and athird pipe 198 as shown in Fig. 8 connecting to the left hand end ofcylinder 128 of the governor cutin mechanism 58. The interlock valve 196is substantially the same as that shown and described in my patentapplication No. 166,646 filed February 8, 1927. It may be describedbriefly as comprising a valve body I 199 having two intakev connections,one of whichis connected to pipe 194 and the other which is connected tothe double heading cock 186-thru pipe-201. Positioned within the valvebody are the valve members 202 and 203 which are movable in oppositedirections to close upon their respective seats.

Valve member 202forms a piston within a cylinder 204, and valve member203 is likewise loosely'fitted within a cylinder 206. Fluted valve-stems207. and 208 are adapted to abut each other so that when valve member202 is down upon its valve seat, valve member 203 cannot be closed,while conversely when valve member 203 is seated upon its seat it maylift valve member 202, providing the pressure in pipe 201. hasbeenreduced Interposed between the valve members there is an exhaust cationbetwen port 212 and pipe 201. The-- valve body of'the double headingcock 186 also is'provided with an exhaust port 214 p which is adapted toregister with port 212 when thedouble heading cock is turned to offposition asduring double heading operations. In'such position of thedouble heading cock air pressure applied'to pipe 194 is sufiicient toforce valve member203 upwardly to lift valve member 202 from its seatthus permitting complete closing of valve member 203 and preventingventing of pipe 194. When the double heading cock is moved to normalopen position so as to permit control of the braking equipment from theengineers brake valve 11, thenpipe 201 is in communication with thepressure within the brake pipe and valve 202 is held down upon itsseatto prevent closing of valve 203 and consequently pipe 194 may bevented.

The penalty restoring valve 21 is preferably located outside theengineers cab so a that after a penalty brake application has ocingdevice may be explained more clearly by referring to the diagrammaticshowing of Figs. 6 and 7. 'Thus the rotatable valve member 216 of valve191 has a thru port 217 and a lateral port. 218. Likewise the rotatablevalvemember219 of valve 192 has a pipes 83 and 283 are in communicationthru port 221, while communication to pipe 198' is interrupted. Afteranautomatic brake application has occurred, either by operation of thetrain governor or by failure of the engineer to acknowledge a cautionorstop signal, the engineer must dismount from his cab and turn the handle193 to release position shown in Fig.7. In this position communicationis established between pipes 268 and 194, while communicationto pipe 168is interrupted, and likewise with respect to valve 192, communication isestablished between pipes 83 and 198, while communication with pipe 283isinterrupted. As; will be presently explained, when handle '193 isagain turned to normal positiomthe system is restoredito.

speed governed condition and the train may proceed. If it is desiredto'render theautomatic apparatus for aparticular' locomotive inoperableas for example during double heading operations, the double heading cock186 is turned to 05 position and the lever 193 is left in releaseposition.

The complete operation of the system can best be understood by firstsummarizing the various functions which it will perform, and thentracing through the operation of the apparatus for these functions.

These functions are as. follows:

1. In response to a single track impulse as when the train passes acaution or stop signal and the engineer fails to perform anacknowledgment operation within a given time period thereafter, thebrakes will be automatically applied tostop the train.

2. When the train passes acaution or stop signal the engineer byperforming an acknowledgment operation may prevent an automatic stopapplication. and after: such acknowledgmentthe train will proceed underspeed governing condition.

3. The train'will be automatically stopped if a given speed is exceededwhile the system is under speed governing condition.

4. The system will respond to two track impulses, corresponding to aclear track sig nal, for automatically removing. the train from speedgoverning condition.

5. If a stop application of the. brakes results from failure ofthe.engineerto-perform an acknowledgment operationwithin a given timefollowing reception of a single track impulse, or is caused by exceedingthe governor speed, the engineer is penalized and must dismount from thecab to operate the penalty restoring device before the train mayproceed. I I

6. If two track impulses are received while the system is 111 normalrunning'condition,

mamas movement ofthe train is not affected and the control valves areautomatically restored.

Tracing thru the first of these functions, when the train passes cautionor stop signals, a single magnetic impulse from the track device 14 willactuate one of the control valves 33 or 34, depending upon the directionof movement of the train. Assuming that control valve 33 is actuated,control pipe 31 will be vented to the atmosphere and will thus cause areduction of pressure above the piston 63 of device 61. As the lowerside of this piston is subject to air under pressure from pipe.83,.this.piston is immediately moved upwardly to open valve member 66and seat slowly raise the piston 94. After a predetermined lapse'of timefollowing reception of the track impulse, say from five to ten seconds,piston 94 has moved sufliciently far to lift'bar 107 upwardly thuscausing opening of valves 91, 108 and 109. Opening of valve 91 causesventing of pipe 92 to the atmosphere, and'since the restoring device 21is in 7 normal position,venting of pipe 92 also effects venting of theassociated pipes 168 and 268 and thus causes automatic operation of thestop valve 18 to vent the main brake pipe, asdisclosed in theaforementioned Patent 1,529,058. Opening of valves 108 and 109 causesthe actuated piston 63 to remain in raised position and thus keep piston94 in raised position till the train is stopped and a manual restoringoperation is effected by mechanism 21. Assuming that movement of thetrain is reversed, control valve 34' is actuatedto vent control pipe 32thus causing automatic lifting of the piston of device 62 and subjectingthe oil in reservoir96 to pneumatic pressure from pipe 102, ultimatelyeffecting the same result as explained above.

\Vith respect to the second function, acknowledgment by the engineer iseffected by pulling down upon the acknowledgment lever 71 of that device61 or 62 which is automatically actuated. Assuming that control pipe 31has been vented and the left hand device 61 has been automaticallyactuated in response thereto, the engineer may after piston 63 and itslever 71 have moved upwardly pull downward upon the lever 71 thuscausing opening of valve 73. The opening of valve 73 establishescommunication between controlpipe 31,'and pipe 136' which connectscloses to prevent further venting of control pipe 31 and thereforepressure immediately builds up in this pipe to substantially the same asthe pressure in the air supply pipe 83. Pressures upon the upper andlower faces of piston 63 therefore becomes equalized and because of thesmaller lower pressure area, piston 63 is forced downwardly to seatvalve member 66 thus interrupting further supplying of air from pipe 83to the reservoir 96. Due to the opening of valve member 68, the air fromreservoir 96 is vented thru pipe 99 and pipe 101, so that air pressureapplied to the upper side of piston 94 thru pipe 118, forces this pistonto return to normal position. Thus movement of piston 94 sufficientlyfar to cause opening of valve 91, is prevented by operation of theacknowledgment lever 71.

The third function of the system that is, to stop the train if a certainspeed is exceeded after operation of the acknowledg- 'ment lever 71 willbe obvious from the previous description of the speed governor. Aspreviously explained upon movement of the acknowledgment lever 71 piston127 is moved to open valve 132 thus venting pipe 126 to the atmosphere.Venting of pipe 126 causes upward movement of piston 159 and opening ofvalve member 163, to subject the oil or other liquid in reservoir 147 tothe pressure in pipe 168. The pressure applied to the oil in this manneris sutiicientto force plunger 141 outwardly in position to abut and bereciprocated by a moving part of the train. Because of the time relayfeature which isherentbecause of'the capacity of cylinder 172 theengineer has a reasonable time inwhich to reduce the train speed.However if he fails to reduce the speed to a given value after he hasmade proper acknowledgment of a stop or caution signal, the plunger 141pumps suflicient oil to cause lifting of weighted piston 173, andopening of valve mem- 3 her 178. Due to piston 182, valve member 178will remain open and thus continue to vent the pipe 168, which thusvents pipe 268 and Causes automatic operation of stop valve 18 to ventthe main brake pipe, thus causing a stop application of the trainbrakes.

Relative to the fourth function, or auto matic actuation of the systemby two track impulses, assuming that both track devices 14 and 15 areoppositely conditioned so as to produce magnetic impulses of oppositepolarity, as by exciting the magnets of track device 15, then if thetrain is moving at an appreciable speed under control of the gov- 79 toopen valve 77. Opening of this valve supplles air under pressure fromreservoir 87byway of-pipe 88,'to pipe 117 and thus tothe lower end ofcylinder 114, to raise piston 113,the escape ofair thru pipe 134 beingrestricted at port 133 so that sufiicient pressure to raise the pistonis obtained. The pressure soon. falls however, as the escape of air thruport 133 depletes reservoir 87 more rapidly than the air is suppliedthru restriction 89 from air supply pipe 83. Member 111 is thus liftedto open both valves 108 and 109. Opening of valve 108 vents pipe 121tothe atmosphere, and since this pipe 1s connected to control pipe 31,causes venting of this control pipe and thus restoration of controlvalve 33. Opening of valve 109 likewise causes venting of pipe 122,which isconnected to control pipe 32 and thus restores the control valve34. Due to the hinge connection between members 107 and 111, raising ofmember 111 does not raise member 107 and therefore does not openthevalve 91,

Since pipe 117 is also in communication with pipe 134,'and sincecomparatively low pres sure exists in pipes 136 and 137, piston 127 ofthe governor cut in'mechanism 58'is'moved to the. left to permit valve132 to close. As previously explained upon closing of valve 132,pressure immediately builds up in pipe I 126 and by equalizing thepressures upon piston 159 of the speed governor, permits this piston todrop to close valve member 163 and thus prevents further venting of pipe168.

The air in reservoir 147 is then vented to the atmosphere around valvemember 164 thus permitting compression spring 146 to retract.andretainthe plunger 141 in an inoperative position. Thus bysimultaneous upward movement ofboth of the pistons 63, andthru theuse-of the bar 78 which interlocksthe two pistons, both of the controlvalves 33 and 34 are restored and the governor is automatically cut out.The pressurev in reservoir 87 soon drops to such a value that piston 113is permitted to drop" down to normal position by itsown weight to permitthe closing of valves 108 and 109. Since the control valves 33 and 34have been restored to closed position, pressure immediately builds up incontrol pipes 31 and32 and likewise the pressures become equalized uponthe upper and lower sides of pistons 63 thus 'permitting these pistonsto drop downagain to normal position. Whenthe train passes a clear tracksignaland two track impulses are receivedwhich causes a restoringoperation -'as explained above,jthe reception of such restoring impulsesis visually indicated to the engineer by the lifting up of both of thepipe 22.

acknowledgment levers 7 1. The fifth function will be taken in twosteps: Assuming first that a stop application of-the brakes has occurredbecause of failure :ofthe-engineer to make acknowledgment of receptionof a single track impulse, then the engineer must dismount from his caband .ma y'restore the system to speed governing condition by operatinglever 193 of restoring device 21. It it is to be noted howeverthat thecontrol valve automatically actuated, say

'-- valve 33, has been automatically restored by opening of valve 108when members 107 and 111 are moved upwardly the piston 9 1.

The engineer throws over lever 193 to, the

, position shown inFig. 7. If the double head- "ing cock 18-6 is innormal or open position,

then continuous venting of pipe 268 will occur thru pipe 194:. Thus thebrakeapplicatio-n will continue and the engineer -cannot preventoperation of the system by tying handle .193 in released position. Atthe same time communication is established between pipes '83 and 198.Referring to Fig. 8, pipe 198 connects with the cylinder 128 of the gov-.ernor 'cutsin mechanism 58 and causes-piston I 127 to move to the rightto expose port 133,

whereby both pipes-83'and 198 are exhausted to theatmosphere. Exhaustingof pipes 83 and 198 permits movement of piston 91 to- 'wardits-lower ornormal positionthus clos- 'proceeduunder governing condition until aclear track signalis passed and the system is completely restored tonormal condition.

7 When it iszdesired to render the automatic system for particularlocomotives inoperative during double heading operations, then thedouble headingcock 186 is closed and the handle 193 is turned to releaseposition.

Thenthe pipe 201 will be vented to the at :mosphere and pipe 194 will beclosed by application of valve member 203 thus permitting pressure tobuild up in pipe 268 andcausing stop valve 18 to .be placed innon-venting condition, so that the train may proceed with the :traincontrol apparatus effective on the leading locomotive only.

. Assuming now that the engineer has properly acknowledged a caution or:stop signal ,to return to normal position.

and retraction of the plunger 141. Piston 159 of the train governor thenimmediately drops to close valve member 163. Now when lever 193 isreturned to normal position, suf-' ficient pressure again builds up inpipe 168 to lift piston 159, open valve member 163 and againsubjeot theoil .148to a relatively high pneumatic pressure. Thus plunger 141 isagain proj-ected so as to be reciprocated when the train proceeds, sothat the governing condition will not be removed until the train passesacl-ear track signal and two restoring track impulses are received.

In explaining the sixth function, orthe response effected by two trackimpulses when r the system is in normal condition, it will be assumedthat the train has passed a clear track signal and both--control valves33 and 34 have been actuated; as previously ex-' .plained pistons 63 ofdevices 61 and 62 are lifted substantially simultaneously to open valve77. Openin of this valve causes upward movement of piston 113 to openboth resetting valves 108 and 109, whereby both control valves 33and 34areautomatically restored. Pressure building-up in control pipes 31 and32 immediately causes both pistons 63 While oil from reservoir 96maystart upward move ment of piston 94, the restoring operation Oftliecontrol valves and acknowledgment mechanism is completed before piston94. can effect venting of valve 91, an automatic stop brake applicationcannot take place, and after pistons 63 have returned to normalposition, piston 94 likewise returns to normal position.

In addition to the above functions, many other features areincorporated. The train governor for example must always remain out inuntil the train passes a clear track sig nal, or until two trackimpulses are received. When the engineer fails to make properaclmowledgment, and he attempts to restore the system to normalcondition, the governor 1s automatically cut in so that hemust-thereafter proceed under governing condition.

lvlovement of acknowledgment levers 71 will have no efiect except withina given time period following an actuation by a single track impulse,since the portions 72 are of insufficientlength to strike valves 73 or76 unless one or the other ofthe pistons is in raised position. Likewiseacknowledgment after a predetermined lapse of time is of no effect.Successive stop signals may be encountered and the system is such thateach of such signals must be separately acknowledged.

In Fig. 2 I have indicated diagrammaticaL ly a section of railroad trackover which motion of a train is automatically controlled. Assuming thatthe energizing circuit for the magnets of track device 15 is open, thenthe system will receive a single track impulse, and unlessacknowledgment is efiected within a given lapse of time, a stop brakeapplication will occur as diagrammatically indicated. However if anacknowledgment is effected by the engineer, then the governor isimmediately brought into use and the train thereafter proceeds undergoverning condition until two track impulses are imparted by the nexttrack devices. The track devices are therefore preferably located ingroups of two at the beginning and end of certain track sections. Ifboth of the tracks devices 15 at the beginning and the .end of certaintrack sections are energized then the train may proceed along such tracksections under normal running conditions, but if either track device 15is not energized, then the train will be automatically controlled.

I claim:

1. In a train control system, oppositely conditioned responsive means ona vehicle, selective means on the trackway permanently effective foractuating either of said responsive means that the heading of thevehicle may present in cooperative relation thereto, associatedoppositely selective means on the trackway governed by traliicconditions in advance for actuating under clear traflic conditions thatone of said responsive means not actuated by said permanent trackwaymeans, and control means on the vehicle set into controlling conditionby actuation of either one of said responsive means alone and restoredto normay condition by substantially simultaneous actuation of both saidresponsive means.

2. In a train control system, permanently eiiective means on thetrackway at all times tending selectively to actuate responsive means onpassing vehicles, associated means on the trackway governed by tratlicconditions in advance tendingunder clear traffic conditions to actuatesaid responsive means with opposite selectivity, responsive means on avehicle conditioned so as to be actuated by one or other of saidtrackwaymeans aCGOIdiIlg to the heading of the vehicle, and control means on thevehicle set into controlling condition by actuation of either one ofsaid responsive means alone and restored to normal condition bysubstantially simultaneous actuation of both said responsive means.

3. In a train control system, two responsive means on a vehicle adaptedto be actuated by trackway means, automatic brake application means,means for actuating said brake application means upon operation ofeither one of said responsive means, and means for automaticallyrestoringsaid responsive means to normal condition, said restoring meansbeing actuated by joint operations of said responsive means.

l. Ina train control system, dual devices adapted to be actuated by atrack impulse,

and means controlled by actuation of either one of said devices forefi'ecting governing ofthe speed of the train, said latter means beingrestored to normal condition by practically simultaneous actuation ofboth said devices.

5. In a tramcontrol system, means having a dual control for efie'ctingan automatic brake application in response to actuation of either one ofsaid controls by a track impulse, means for delaying said application'for an appreciable time period following said impulse,

means manually operable during said time period for preventing anautomatic application, and means for preventing a brake application,said last mentioned means being responsive to substantially simultaneousactuation of both of said controls by track impulses.

6. In a train control system, a train speed governor, primarymeansadapted to be C011. trolled by either one of two characteristic trackimpulses, secondary means responsive to actuation of said primary meansby either one of said'track impulses to efiect restrictive control ofthe train speed by the governor, and means for removing the tram fromthe control of the governor, said means for removing being responsive toactuation of the primary means by two such track impulses.

7. In a train control system, a train speed governor, primary meansincluding a pair of devices adapted to be actuated by track impulses,and secondary means responsive to actuation of either one of saiddevicesto place the train under restrictive control of the governor, saidsecondary means also including means for removing the train from controlof the governor upon actuation of both said devices by track impulses.

8. In a train control system, two responsive means on a vehicle adaptedto be actuated by tracirway means, means for governing the speed of thetrain, means for rendering said speed-governing means efiective uponoperation of one of said responsive means, means for automaticallyrestoring said responsive means to normal condition, said restoringmeans being actuated by joint operations of vices adapted to be actuatedin response to track impulses, :said control means being effective tocause an automatic brake application responsive to actuation of eitherone of said devices, said governing means operable after such actuationto restrictively control the train speed, foresta-llin'g means forpreventing said automatic application, and means operative in responseto actuation of both said devices by a plurality of substantiallysimultaneous track impulses to pre vent an automatic bralie applicationand operation of said governing means.

10. In a train control system,- t-wo responsive means on a vehicleadapted to be actuated by trackway means, automatic brake applicationmeans, means for actuating said brake application means after a timedelay following operation of one oiisaid responsive means, means forgoverning the speed of the train, means for rendering said speedgoverning means effective upon operation of oneof said responsive means,means for automati cally restoring said responsive means to normalcondition, said restoring means being actuated by jointoperations of:said responsive means, manual acknowledging means effective within theperiod of said time delay for restoring said responsive means to normalcondition whereby operation of said brake application means isprevent-ed, and means for restoring said speed governing means toineffective condition upon operation of said automatic restoring means.

11. In a train control system, means for effecting a brake application,means for governing the speed of the train, and means in cluding a pairof devices for controlling said braking means, either one of saiddevices being operable by'a single track impulse t render said brakingmeans operative to brake the train, the particular device actuateddepending upon the direction of movement of the train, separate meanscooperatively associated with each device adapted to be acknowledged byan operator within a limited time following actuation by one impulse forpreventing an automatic brake application, means for rendering thegoverning means operative to governvthe train speed upon effooting amanual acknowledgment of an actuated device, and means operative uponsub stantially simultaneous actuation of both said devices by twoimpulses for automatically rendering the governing means ineffective togovern the train speed and for preventing an automatic brakeapplication.

I 12. In a train control system, means for eftesting an automatic brakeapplication in-' means associated with-each of said pipes adapted tovent the same in response to a characteristic track impulse.

13. In a train control system, means including dual devices forefi'ecting automatic governing of the train speed in response 10 toactuation of either one ofsaid devices alone by a track impulse, andinterlocking means for preventing restoring of said system to normalcondition except by substantially simultaneous actuation of bothsaiddev-ices by two track impulses.

M. In a train control system, means for effecting automatic governing ofthe train speed, said means including a pair of pneumatic control pipesea'ch operative to effect 'gov- '80 erning of the train speed uponventing of the same, and means for rendering the governing meansinefi'ective to govern the train speed, said last mentioned meansbeing-responsive to substantially simultaneous venting of both saidpipes.

15. In atrain control. system, means for effecting governing of thetrain speed, said means including a pair of pneumatic control pipes eachoperative to reflect governing of 90 the train speed upon venting of thesame, a control valve associated with each pipe and adapted toautomatically vent their respec- Y tive pipes upon receiving a trackimpulse, and

means for renderingt-he governing means in- 455 effective to govern thetrain speed, said last mentioned means being responsive to actuation ofboth of said valves by two track impulses.

16. In a train control system, means for ef- EH10 fectinggoverning ofthe train speed, said means including a pair of pneumatic control pipeseach operative to effect governing of the train speed upon venting ofthe same, a

magnetically operated control valve associated with each of said pipes,each adapted to be operated by a characteristic magnetic track impulse,and means operative upon actuation of both said valves by track impulsesto rendersaud governing means inelfectlve to govern the train speed.

' 17 In a train control system, means for efiectmg automatic governingof the train speed, said means including a. pair of control n pipes eachoperative to effect governing of the train'speed upon venting of thesame, said pipes havlng restricted communicatlon to a source ofpneumat1c pressure, a separate control valve associated with each pipe,each valves to normal non-venting condition subii-3 sequent to actuationof the same.

18. In a train control system, on the trackway a permanent magnet andassociated and in alinement therewith an electromagnetcontrolled bytrafiic conditions in advance and @133 opposite polarities that by themovement ofwhen energized'under clear trafiic conditions having polarityopposite to that of said permanent magnet, and on a vehicle twocontrolling devicesbiased to an operated position and held in a normalposition by the at tractive force of magnets variable by the flux.

of said track magnets, said devices being so disposed in alinement withtheir magnetsoi the vehicle they will be passed over both of said trackmagnets and either one orthe other will be released to operated positionby the magnetic influence of said permanent track magnet and both willbe released by the influence of both track magnets when the trackelectromagnet is energized, and control means on the vehicle set intocontrolling condition by release of either one of said devices'andrestored to normal condition by substantially simultaneous actuation ofboth said devices. r

19. In a train control system, on the trackway a pair of track magnetsin alinement, one being a permanent magnet and the other anclectromagnet controlled by traffic condit ons in advance and energizedunder clear trafiic conditions with polarity opposite to that of saidpermanent magnet, and on a vehicle a pair of magnetically controlledvalves'biased to open position by fluid pressure and main tained in openposition by flow of fiuid under pressure, magnets for normally holdingsaid valves closed, the magnet of one valve belng of opposite polarityto'that of the other valve,- H either of said valves being released bythe flux of a track magnet to which its holding magnet presents unlikepoles when said valves are carried by movement of the vehi cle over apair of trackcmagnets, and control means on the vehicle set intocontrolling condition'by release of either oneof said valvesand restoredto normal condition by substantially simultaneous actuation of both saidvalves. 7 20. In a train control system, means for braking the train,means for efiecting governing of the train speed, means forautomatically controlling said braking and governing means by trackimpulses, said control means including a pair of control pipes eitheroperable to effect a brake application upon venting of the same,cacontrol valve assoclated with each pipe and adapted to be actuated bytrackimpulses to vent said pipes, said valves being adapted to contmueinventing condition until restored, means manually operable to forestallan automatic brake ap plication whereby the train may proceed. un-

der speed governed condition after actuation of either valve, means forrestoring an actuatedvalve to normal condition after being actuated byan impulse to control said sys' tem, and means operative to render saidgoverning means ineflective to govern the train Speed, said lastmentioned means being remeans for biasing said member to an oper atedposition, a pneumatic connection from said chamber to one of saidcontrol valves whereby whensaid control valve is closed retained underpressure maintains said member in normal position and upon openin ofsaid control valve reduction of pressure in said chamber allowsoperation of said member by said biasing means, a reset device biased toa normal position, a restoring valve, a reservoir connected to saidsource by a restricted passage and to said reset device through saidrestoring valve, a'

restricted vent between said restoring-valve and said reset devlce,valve operating mechanism actuatedjbysaid members for open ng saidrestoring valve only upon operation of both said members whereby air isadmitted from said reservoir to operate said reset device and reductionof pressure due to escape of air through said restricted vent allowssaid reset deviceto return tonormal position after a brief timeinterval, a pair of reset valves. openable by operation of said resetdevice for relieving pressure in said pneumatic connections therebyallowing said control valves to close, said reset valves closing,

upon. return of said reset device to normal position thereby retainingair for movement of said members to normal position, and means forautomatically controlling the movement of the train operable uponmovement of one said -member tooperated position. I

22. In a train control system, on a vehicle a pair of normally closedcontrol valves, said valves when released held open by flowv of airunder pressure, an automatic-brake ap plication mechanism, anintermediate con-c trolling appliance comprising a pair of valveoperatingmembers each controlled by one of said control valves through apneumatic connection supplied from a source of compressed airthrough arestricted passage, each said member adapted to be held in a normalposition by pressure retained when said'control valve is closed and tobe moved to an op erated position ,upon reduction of pressure c due toopening of said control valve, a pneu-' matically operatedreset deviceadapted in complete operation to relieve 1 pressure in saidpneumaticconnections thereby allowing a said control valves to close and'then tore-} tam pressure in said connect1onsthereby causing return of saidmembers to normal posit1on,-valve.means for causlng eratlon of saidreset device only upon operationof both said members, a controllingvalve operated by each said member, means for actuating sition wherebyactuation of said mechanism may be prevented by complete operation ofsaid acknowledging valve within the period of said time delay, andseparate manually operable means for restoring said continuing means tonormal condition thereby restoring said member'and said mechanism, saidrestoring means when operated causlng a brake application until returnedto normal condition.

23; In a train control system, on a vehicle a pair of normally closedcontrol valves, said valves when released held open by flow of air underpressure, an automatic brake applica tion mechanism, an intermediatecontrolling appliance comprising a pair of valveoperating members eachcontrolled by one of said: control valves through a pneumatic connectionsupplied from a source of compressed air through a restricted passage,each said member adapted to be held in a normalposition I by pressureretai-nedwhen said control valve is closed and to be moved to anoperatedlposition upon reduction of pressure due to opening of saidcontrol valve, a pneumatically operated reset device adapted in completeoperation to relieve pressure in said pneumatic connections therebyallowing said con-V trol valves to close and-then to retain pres surein; sa d connectlons thereby causing return of said members to normalposition,

valvemeans for causing operation of said resetdevice only upon operationof both said members, a controlling valve operated by each said member,means for actuatlng sa1d --brake application "mechanism after a timedelay upon operation of one said controlling, valve, means efiectivecoincidently with actuation of said mechanism "for continuing saidmember inioperated position thereby continuing said mechanism in brakeapplying condition, and for each said member a manually operableacknowledging valve op,-

erable to discontinue flow of air through the corresponding controlvalve. thereby allowlng said control valve to close andonreturn tonormal position allowing pressure air re-- tained by said closed controlvalve to return said member to normal position whereby actuationof saidmechanism may be prevented by complete operation of said acknowledgingvalve within the period of-said time delay, separate manually operablemeans for restoring said continuing means to normal condition therebyrestoring said member and,

said mechanism, said restoring means when operated causing a brakeapplication until returned to normal condition, speed-governing meansadapted to be rendered efiective to govern the speed of the train andmain tained normally I ineffective by pneumatic pressure control,acu-ti-in device including a valve for varying the pressure control ofsaid speed governing means, said cut-in device operable by airpressurete a cut-in positionfor rendering saidgoverning means effectiveand operable by oppositely effective air pressure to a cut-out positionfor rendering said governing means ineflective, meansoperable uponoperation of one said valve operating member for efi-ecting a pressurecondition to, operate-said cut-in device to cutin position, meansoperable upon operation of said manual restoring means for effect-- ingsaid pressure condition, and means operable upongoperation of both saidmembers for effecting a pressure condition to operate said cut-indeviceto cut-out position.

24. A train governor intended-to effect an application of the trainbraking equipment when the trainspeed'exceeds a predetermined value, ahydraulic plunger: adapted to be actuated by a movingpartof thetirwizn,means: for biasing the plunger toward disengaged position, said plungerbeing'ad'apted topump liquid thru a closed path, means responsive tothequantity of liquid pumped by said plunger to control said brakingequipment, and controllable means" for varying the hydraulic pressure insaid path whereby said plunger may be operably' engaged ordisengagedfrom said moving-part. i

' 25. In automatic'train control apparatus, ona vehicle aspeed-responsive appliance comprising a pump operable bythe running gearat speeds corresponding with the speeds of the vehicle, a reservoircommunicating with the intake of said pump and containing 'a supply ofliquid, a. chamber, a movable member biased to a normal positionforming. part of the inclosureiof said chamber, a duct from thedischargefof said pump to said chamber and through: a restricted passageto said reservoir whereby liquid is circulated from the reservoir backto the reservoir 7 through said restricted passage by operation of thepump and abovea' predetermined speed of the pump; accumulation 0tsurplus liquid in said chamber causes operation 'ot said movable. membertown operated position,

andcontrol means actuated by said movable member at operated position.

26. In an automatic train control apparatus, on a vehicle a speedresponsive appliance comprising a piston pump, an operating rod for thepiston of said pump, said rod adapted for cooperation with a part on therunning gear of the vehicle by which thrusts may be imparted to the rodwith a frequency proportionate to the speed of the vehicle, a reservoircommunicating with the intake of said pumpand containing a supply ofliquid, a chamber, a movable member biased to a normal position formingpart of the inclosure of said chamber, a duct from the discharge of saidpump to said chamber and through a restricted passage to said reservoirwhereby liquid is circulated from the reservoirback to the reservoirthrough said restricted passage by operation of the pump and above apredetermined frequency of reciprocation of said piston accumulation ofsurplus liquid in said chamber causes operation of said movable memberto an operated position, a valve for at times connecting said reservoirwith a source of compressed air thereby through said' liquid applyingpressure to said piston to force said rod outward into the path of said.part on the running gear and to effect a re- 3B-turn stroke of saidpiston and rod following each thrust imparted by said part, said valveat other times venting pressure from said reservoir, and control meansactuated by said movable member at operated position. a5- 27. In a traincontrol system, means including a pipe adapted to be vented foreffecting a brake application, mechanism for effecting venting of saidpipe, means responsive to the train speed for actuating saidasunechanism, and a member movable to two "positions for rendering saidspeed responsive means operative or inoperatlve, said member being movedto a position to render said speed responsive means operable by pressurein said pipe, and controllable meansfor nor- 'mally retaining saidmember 1n said other position.

28. In a speed responsive appliance for use with automatic train controlapparatus on a so vehicle, a piston pump, an operating rod for thepiston of said pump, said rod adapted for cooperation with a part on therunning gear of the vehicle by which thrusts'may be imparted to the rodwith a frequency propor- E tiOnate to the speed of the vehicle, meansfor applying pressure to said piston to force said rod outward into thepath of said part on the running gear and to effect a return stroke ofsaid piston and rod following each thrust imparted by said part, andbiasing means for retaining said piston and rod in inward position inabsence of said pressure.

29. In an automatic train control system utilizing an automatic trainstop mechanism adapted to effect a brake application upon venting amechanism control pipe, said pipe having restricted communication with asource'of pneumatic pressure, a valve for effecting venting of saidpipe,speed responsive means for actuating said valve, a member movable :toeither of two positions for rendering said speed responsive meanseffective or inefiective, and means for utilizing'the pneumaticpressurewithin said mechanism control pipe for urging said member in adirection to render said speed responsive means effective to actuatesaid valve.

30'. In automatic train control apparatus, on a vehicle a pneumaticallyoperated brake application mechanism, a conduit connected with saidmechanism and supplied from a source of compressed air through arestricted malposition, restricted flow means for mov-" ing said memberto an operated position when the reciprocation of said piston exceeds apredetermined frequency, a connection from said duct and means wherebyupon operation of said cut-oil valve pressure derived from said conduitacts upon said piston to force said rod outward into the path of saidpart on the running gear and to efiect a return stroke of saidpiston androd following each thrust imparted by 'said part, a normally closedgoverning valve openable by said movable member at operated position,said duct connecting said cut oifvalve with said governingvalve,'bias1ng means for holding sa d governing valve closed againstpressure de rived from said conduitwhen said cutoff valve is operated, aventing chamber into which said governing valve, opens, a movableholding member connected to said governing valve and forming part of theinclosure of said chamber,a restricted vent from. said chamber wherebyupon operation of both said cut-off and said governing valves reductionof pressure in said conduit causes operation of said brake-applicationmechanism and a back pressure is maintained in said chamber, the area ofsaid holding member such that'said back pressure holds said governingvalve open whereby continued venting'ofsaid conduit continues said brakeapplication mechanism inoperated condition, a manually operablerestoring valve for closing off said conduit thereby allowing saidgoverning valve to "close, and V controlling

